STUDIES ON PERFORMANCE PARAMTERS OF DI DIESEL ENGINE WITH MEDIUM GRADE LHR COMBUSTION CHAMBER FUELLED WITH COTTONSEED BIODIESEL

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1 STUDIES ON PERFORMANCE PARAMTERS OF DI DIESEL ENGINE WITH MEDIUM GRADE LHR COMBUSTION CHAMBER FUELLED WITH COTTONSEED BIODIESEL M.V.S. Murali Krishna 1 *, D. Srikanth 2, and P.Ushasri 3 1 Mechanical Engineering Department, Chaitanya Bharathi Institute of Technology, Gandipet, Hyderabad Telangana State, India. 2 Department of Mechanical Engineering, Sagar Group of Institutions, Chevella, Rangareddy (dist) , Telangana, India. 3 Mechanical Engineering Department, College of Engineering, Osmania University, Hyderabad , Telangana State, India. ABSTRACT Investigations were carried out to evaluate the performance of a medium grade low heat rejection (LHR) diesel engine with air gap insulated piston and air gap insulated liner with different operating conditions [normal temperature and pre-heated temperature] of cotton seed biodiesel with varied injector opening pressure and injection timing. Performance parameters of brake thermal efficiency, brake specific energy consumption, exhaust gas temperature, coolant load and volumetric efficiency were evaluated at full load operation of the engine. Comparative studies were made with data of conventional engine (CE) with biodiesel. Engine with LHR combustion chamber improved its performance when compared with CE. The optimum injection timing with CE with biodiesel was 31o btdc (before top dead centre), while it was 29o btdc for engine with LHR combustion chamber. At manufacturer s recommended injection timing of 27o btdc, engine with LHR combustion chamber with biodiesel operation increased peak brake thermal efficiency by 9%, at full load decreased coolant load at full load by 17% and volumetric efficiency by 6% in comparison with CE with biodiesel operation. KEYWORDS: Crude vegetable oil; biodiesel, LHR combustion chamber, fuel performance I. INTRODUCTION Energy insecurity caused by depleting petroleum resources and environmental issues of fossil fuels have generated urgency for the alternative renewable compression ignition engine fuels. Vegetable oils have energy content suitable to be used as compression ignition (CI) engine fuel. However, several operational and durability problems of using straight vegetable oils in CI engines are reported in the literature, which are primarily caused by their higher viscosity and low volatility compared to mineral diesel. Vegetable oils can be produced from forests, vegetable oil crops, and oil bearing biomass materials. Non-edible vegetable oils such as linseed oil, mahua oil, rice bran oil, cotton seed oil etc., are potentially effective diesel substitute. Vegetable oils have high-energy content and comparable cetane number to diesel fuel. The idea of using vegetable oil as fuel has been around from the birth of diesel engine. Rudolph diesel, the inventor of the engine that bears his name, experimented with fuels ranging from powdered coal to peanut oil and hinted that vegetable oil would be the future fuel However, petroleum was discovered later, which replaced vegetable oils as engine fuel due to its abundant supply. Thus, it is highly desired in present context to direct the research towards renewable 1443 Vol. 7, Issue 5, pp

2 fuels of bio-origin, which are environment friendly, provide improved performance, while being used as diesel substitute and must not be harmful to human health. Several researchers experimented the use of vegetable oils as fuel on conventional engines and reported that the performance was poor, citing the problems of high viscosity, low volatility and their polyunsaturated character. [1 3].These problems can be solved to some extent, if neat vegetable oils are chemically modified (esterified) to bio-diesel. Experiments were conducted on conventional diesel engine with biodiesel operation and it was reported that biodiesel increased efficiency marginally and decreased particulate emissions and increased oxides of nitrogen.[4 6]. Experiments were conducted on preheated vegetable oils in order to equalize their viscosity to that of mineral diesel may ease the problems of injection process [7 8]. Investigations were carried out on engine with preheated vegetable oils. It was reported that preheated vegetable oils marginally increased thermal efficiency, decreased particulate matter emissions and NO x levels, when compared with normal biodiesel. Increased injector opening pressure may also result in efficient combustion in compression ignition engine [9 10]. It has a significance effect on performance and formation of pollutants inside the direct injection diesel engine combustion. Experiments were conducted on engine with biodiesel with increased injector opening pressure. It was reported that performance of the engine was improved, particulate emissions were reduced and NO x levels were increased marginally with an increase of injector opening pressure. The drawbacks (high viscosity and low volatility) of biodiesel call for LHR engine which provide hot combustion chamber for burning these fuels which got high duration of combustion. The concept of engine with LHR combustion chamber is to minimize heat loss to the coolant by providing thermal insulation in the path of the coolant thereby increases the thermal efficiency of the engine. Several methods adopted for achieving LHR to the coolant are i) using ceramic coatings on piston, liner and cylinder head (low grade LHR combustion chamber) ii) creating air gap in the piston and other components with low-thermal conductivity materials like superni (an alloy of nickel), cast iron and mild steel etc. (medium grade LHR combustion chamber) and iii) combination of low grade and medium grade LHR combustion chamber resulted in high grade LHR combustion chamber. Investigations were carried out on engine with medium grade LHR combustion chamber with biodiesel and it was reported that air gap insulation provided adequate insulation and improved thermal efficiency, reduced particulate emissions and increased nitrogen oxide levels, when compared with mineral diesel operation on CE. [11 12]. However, comparative studies were not made with mineral diesel operation working on similar conditions. The present paper attempted to evaluate the performance of the engine with LHR combustion chamber which contained an air gap insulated piston and an air gap insulated liner fuelled with different operating conditions of cotton seed biodiesel with varied injector opening pressure and injection timing and compared with CE with biodiesel operation and also with mineral diesel operation working on similar working conditions. II. MATERIALS AND METHODS This section is divided into i) preparation of biodiesel, ii) fabrication of engine with medium grade LHR combustion chamber, iii) experimental set up, iv) operating conditions, v) definition parameters and vi) methodology. 2.1 Preparation of Biodiesel The chemical conversion of esterification reduced viscosity four fold. Cotton seed oil contains up to 70 % (wt.) free fatty acids. The methyl ester was produced by chemically reacting crude cotton seed oil with methanol in the presence of a catalyst (KOH). A two stage process was used for the esterification of the crude cotton seed oil [4]. The first stage (acid-catalyzed) of the process is to reduce the free fatty acids (FFA) content in cotton seed oil by esterification with methanol (99% pure) and acid catalyst (sulfuric acid-98% pure) in one hour time of reaction at 55 C. Molar ratio of cotton seed oil to methanol was 9:1 and 0.5% catalyst (w/w). In the second stage (alkali-catalyzed), the triglyceride portion of the cotton seed oil reacts with methanol and base catalyst (sodium hydroxide 99% pure), in one hour time of reaction at 65 C, to form methyl ester (biodiesel) and glycerol. To 1444 Vol. 7, Issue 5, pp

3 remove un reacted methoxide present in raw methyl ester, it is purified by the process of water washing with air bubbling. The properties of the Test Fuels used in the experiment were presented in Table-1. Test Fuel Table.1. Properties Test Fuels Viscosity at 25 o C (Centi-Stroke ) Specific gravity at 25 o C Cetane number Calorific value (kj/kg) Diesel Biodiesel (BD) ASTM Standard ASTM D 445 ASTM D 4809 ASTM D 613 ASTM D Fabrication of Engine with Medium Grade LHR Combustion Chamber The low heat rejection diesel engine contains a two part piston the top crown made of low thermal conductivity material, superni was screwed to aluminum body of the piston, providing a 3mm air gap in between the crown and the body of the piston by placing superni gasket in between piston crown and body of the piston. A superni insert was screwed to the top portion of the liner in such a manner that an air gap of 3mm is maintained between the insert and the liner body. 2.3 Experimental Set-Up Experimental setup used for study of exhaust emissions on low grade LHR diesel engine with cottonseed biodiesel in Fig.1 The specification of the experimental engine (Part No.1) is shown in Table.2. The engine was connected to an electric dynamometer (Part No.2. Kirloskar make) for measuring its brake power. Dynamometer was loaded by loading rheostat (Part No.3). The combustion chamber consisted of a direct injection type with no special arrangement for swirling motion of air. Burette (Part No.9) method was used for finding fuel consumption of the engine with the help of fuel tank (Part No7). Air-consumption of the engine was measured by air-box method consisting of an orifice meter (Part No.4), U-tube water manometer (Part No.5) and air box(part No.6) assembly. The naturally aspirated engine was provided with water-cooling system in which outlet temperature of water is maintained at 80 o C by adjusting the water flow rate. Engine oil was provided with a pressure feed system. No temperature control was incorporated, for measuring the lube oil temperature. The naturally aspirated engine was provided with water-cooling system in which outlet temperature of water is maintained at 80 o C by adjusting the water flow rate, which was measured by water flow meter (Part No.14). Injector opening pressure was changed from 190 bar to 270 bar using nozzle testing device. The maximum injector opening pressure was restricted to 270 bar due to practical difficulties involved. Injection timing was changed by inserting copper shims between pump body and engine frame. Exhaust gas temperature (EGT) and coolant water outlet temperatures were measured with thermocouples made of iron and iron-constantan attached to the exhaust gas temperature indicator (Part No.10) and outlet jacket temperature indicator (Part No.13). Provision was made to preheat the biodiesel by means of pre-heater (Part No.8). Since exhaust emissions were not measured in the experiment, part No.11 and Part No.12 were not in use Vol. 7, Issue 5, pp

4 1.Engine, 2.Electical Dynamo meter, 3.Load Box, 4.Orifice meter, 5.U-tube water manometer, 6.Air box, 7.Fuel tank, 8, Pre-heater, 9.Burette, 10..Exhaust gas temperature indicator,11. AVL Smoke meter, 12. NO x Analyzer, 13. Outlet water jacket temperature indictor, 14. Water flow meter, Fig.1. Experimental Set-up Table.2 Specifications of the Test engine Description Specification Engine make and model Kirloskar ( India) AV1 Maximum power output at a speed of 1500 rpm 3.68 kw Number of cylinders cylinder position stroke One Vertical position four-stroke Bore stroke 80 mm 110 mm Engine Displacement 553 cc Method of cooling Water cooled Rated speed ( constant) 1500 rpm Fuel injection system In-line and direct injection Compression ratio 16: rpm at full load 5.31 bar Manufacturer s recommended injection timing and 27 o btdc 190 bar injector opening pressure Dynamometer Electrical dynamometer Number of holes of injector and size Three 0.25 mm Type of combustion chamber Direct injection type 2.4 Operating Conditions Different configurations of the combustion chamber used in the experiment were conventional engine and engine with LHR combustion chamber. Test fuels used in experiment were diesel and cottonseed biodiesel. The various operating conditions of the biodiesel used in the experiment were normal temperature (NT) and preheated temperature (PT It is the temperature at which viscosity of the vegetable oil is matched to that of diesel fuel, 80 o C). The injection pressures were varied from 190 bar to 270 bar. Various test fuels used in the experiment were biodiesel and diesel. The engine was started and allowed to have a warm up for about 15 minutes. Each test was repeated twelve times to ensure the reproducibility of data according to error analysis (Minimum number of trials must be not less than ten). The results were tabulated and a comparative study of performance parameters, were determined for various loads, injector opening pressures, injection timings at different operating conditions of the fuel Vol. 7, Issue 5, pp

5 2.5 Definitions of Parameters m f= 10 ρ 3600 BP= t (1) V I d 1000 (2) BTE= BP 3600 m f CV (3) BSEC= (4) BTE BP= BMEP 10 5 L A n k ---(5) A = D2 4 CL= m w c p (T o T i ) (6) m a = C d a 2 10 g h a 3600 (7) a = P a 10 5 (8) 750 R T a a = d2 4 v = m a 2 60 a N V s (9) V s = A L 2.6. Methodology Mass of the fuel (m f) consumed in kg/h was calculated by knowing density of fuel (ρ) in gm/cc measured with hydrometer and time taken for 10 cc of fuel measured with stop watch by using the equation 1. Brake power (BP) in kw at different percentages of load was calculated by knowing the voltmeter signal (V) and ammeter signal (I) and efficiency of dynamometer [(η d) generally assumed as 0.85] by using the equation 2. Brake thermal efficiency (BTE) was determined by knowing mass of fuel consumed, brake power and calorific value of the fuel (CV) by using the equation 3. Brake specific energy consumption (defined as energy consumed by the engine in producing unit brake power, a parameter to compare two fuels with different properties on same configuration of the engine) was determined by using the equation 4, knowing the value of BTE. Brake mean effective pressure (BMEP) of the engine in bar was determined by knowing area of cylinder (A) in square meter, bore of the cylinder (D=0.080 m), stroke of piston (L= m), number of power cycles per minute (n), which is equal to N/2, where N is the speed of the engine (1500 rpm) and number of cylinders (k=1) by using the equation 5. Coolant load (CL) in kw was calculated by knowing mass flow rate of coolant, (m w) measured known quantity of coolant in unit time, specific heat of coolant (4.18 k J/kg K), inlet temperature of coolant (T i) and outlet temperature of coolant (T o) by using the equation 6. Mass flow rate of air (ma) inducted in engine in kg/h was calculated by knowing coefficient of discharge (c d=0.65), area of orifice meter (a) in square meter (diameter of orifice meter, d=0.020 m ), difference of water column in U tube water manometer (h in cm) and density of air (ρ a) in kg/m 3 using the equation 7. Density of air was calculated from equation 8, by knowing pressure of air (P a) in mm of mercury measured by barometer and temperature of ambient air (T a) in Kelvin. Volumetric efficiency of engine (ηv) was calculated by equation 9, by knowing speed of the engine (N=1500 RPM), mass flow rate of air and stroke volume of cylinder(v s), in m 3 which is equal to area of cylinder and stroke length of piston. III. RESULTS AND DISCUSSION 3.1 Fuel Performance The optimum injection timing was 31 o btdc with CE, while it was 29 o btdc for engine with low grade LHR combustion chamber with mineral diesel operation [15]. From Fig.2, it is observed CE with biodiesel at 27 o btdc showed comparable performance at all loads due to improved combustion with the presence of oxygen, when compared with mineral diesel 1447 Vol. 7, Issue 5, pp

6 BTE (%) BTE (%) International Journal of Advances in Engineering & Technology, Nov., operation on CE at 27 o btdc. CE with biodiesel operation at 27 o btdc decreased peak BTE by 3%, when compared with diesel operation on CE. This was due to low calorific value and high viscosity of biodiesel. CE with biodiesel operation increased BTE at all loads with advanced injection timing, when compared with CE with biodiesel operation at 27 o btdc. This was due to initiation of combustion at early period and increase of resident time of fuel with air leading to increase of peak pressures. CE with biodiesel operation increased peak BTE by 4% at an optimum injection timing of 31 o btdc, when compared with diesel operation at 27 o btdc BMEP (bar) CE-Biodiesel-27bTDC CE-Biodiesel-31bTDC CE-Biodiesel-32bTDC Fig.2. Variation of brake thermal efficiency (BTE) with brake mean effective pressure (BMEP) in conventional engine (CE) at various injection timings at an injector opening pressure of 190 bar with biodiesel Curves in Fig.3 indicate that LHR version of the engine at recommended injection timing showed the improved performance at all loads except at full load compared with CE with neat diesel operation BMEP ( bar) LHR-Biodiesel-27bTDC LHR-Biodiesel-28bTDC LHR-Biodiesel-29bTDC LHR-Biodiesel-29bTDC Fig.3 Variation of brake thermal efficiency (BTE ) with brake mean effective pressure (BMEP) in engine with LHR combustion chamber at different injection timings with biodiesel operation. High cylinder temperatures helped in improved evaporation and faster combustion of the fuel injected into the combustion chamber. Reduction of ignition delay of the vegetable oil in the hot environment of the LHR combustion chamber improved heat release rates and efficient energy utilization. The optimum injection timing was found to be 29 o btdc with LHR combustion chamber with different operating conditions of biodiesel operation. Since the hot combustion chamber of LHR combustion chamber reduced ignition delay and combustion duration and hence the optimum injection timing was obtained earlier with LHR combustion chamber when compared to conventional engine with the biodiesel operation. Part load variations with respect to brake mean effective pressure were very small and minute for the performance parameters. The effect of varied injection timing on the performance was discussed with 1448 Vol. 7, Issue 5, pp

7 the help of bar charts while the effect of injector opening pressure and preheating of biodiesel was discussed with the help of Tables. From Fig.4, it is noticed that CE with biodiesel operation decreased peak BTE by 4% at 27 o btdc and 7% at 31 o btdc when compared with neat diesel operation on CE. This was due to high viscosity and low calorific value and volatility of biodiesel. Engine with LHR combustion chamber with biodiesel operation increased peak BTE by 2% at 27 o btdc and 3% at 29 o btdc when compared with neat diesel operation on same configuration of the combustion chamber. This was due to improved combustion with higher cetane value of biodiesel in hot environment provided by the LHR combustion chamber. LHR-BD-29bTDC CE-BD-31bTDC Peak BTE (%) LHR-BD-27bTDC CE-BD-27bTDC LHR-Diesel-29bTDC CE-Diesel-31bTDC LHR-Diesel-27bTDC Fig.4. Bar charts showing the variation of peak brake thermal efficiency (BTE) with test fuels at recommended and optimized injection timings at an injector opening pressure of 190 bar in conventional engine and ceramic coated LHR combustion chamber. However, engine with LHR combustion chamber with biodiesel increased peak BTE by 9% at 27 o btdc and 5% at 29 o btdc in comparison with CE at 27 o btdc and at 31 o btdc. This was due to provision of insulation with air gap insulated piston and air gap insulated liner, which reduced heat rejection leading to improve thermal efficiency. This was also because of improved evaporation rate of the biodiesel. High cylinder temperatures helped in improved evaporation and faster combustion of the fuel injected into the combustion chamber. Reduction of ignition delay of biodiesel in the hot environment of the engine with LHR combustion chamber improved heat release rates and efficient energy utilization. Brake specific fuel consumption, is not used to compare the two different fuels, because their calorific value, density, chemical and physical parameters are different. Performance parameter, brake specific energy consumption (BSEC), is used to compare two different fuels by normalizing brake specific energy consumption, in terms of the amount of energy released with the given amount of fuel. From Fig.5, it is evident that CE with biodiesel operation showed comparable BSEC at full load at 27 o btdc, while increasing it by 5% at 31 o btdc when compared with neat diesel operation on CE. This was due to low calorific value of biodiesel requiring higher energy to produce unit brake power. Engine with LHR combustion chamber with biodiesel operation decreased BSEC at full load by 4% at 27 o btdc and 3% at 29 o btdc when compared with neat diesel operation on same configuration of the combustion chamber. This was due to reduction of ignition delay and improved combustion with high cetane value of biodiesel producing peak pressures at near TDC. Engine with LHR combustion chamber with biodiesel decreased BSEC at full load operation by 3% at 27 o btdc and 2% at 29 o btdc in comparison with CE at 27 o btdc and at 31 o btdc. BSEC was higher with CE due to due to higher viscosity, lower volatility and reduction in heating value of biodiesel lead to their poor atomization and combustion characteristics. The viscosity effect, in turn atomization was more predominant than the oxygen availability leads to lower volatile characteristics and affects combustion process. BSEC was improved with LHR combustion chamber with lower substitution of energy in terms of mass flow rate. BSEC decreased with advanced injection timing with test fuels. This was due to initiation of combustion and increase of atomization of fuel with more contact of fuel with air. BSEC of biodiesel is almost the same as that of neat diesel fuel as shown in Fig.5. Even 1449 Vol. 7, Issue 5, pp

8 though viscosity of biodiesel is slightly higher than that of neat diesel, inherent oxygen of the fuel molecules improves the combustion characteristics. This is an indication of relatively more complete combustion BSEC (kw.h) LHR-BD-29bTDC CE-BD-31bTDC LHR-BD-27bTDC CE-BD-27bTDC LHR-Diesel-29bTDC CE-Diesel-31bTDC LHR-Diesel-27bTDC Fig.5 Bar charts showing the variation of brake specific energy consumption (BSEC) at full load operation with test fuels at recommended and optimized injection timings at an injector opening pressure of 190 bar in CE and LHR combustion chamber. From Fig.6, CE with biodiesel operation increased exhaust gas temperature (EGT) at full load by 6% at 27 o btdc and 7% at 31 o btdc when compared with neat diesel operation on CE. Though calorific value of biodiesel is less, its density is high giving rise to higher heat input and hence higher EGT than mineral diesel operation. This was also due to retarded heat release rate of biodiesel due to its high duration of combustion with its high viscosity LHR-BD-29bTDC CE-BD-31bTDC LHR-BD-27bTDC CE-BD-27bTDC LHR-Diesel-29bTDC CE-Diesel-31bTDC LHR-Diesel-27bTDC EGT (Degree Centigrade). Fig.6. Bar charts showing the variation of exhaust gas temperature (EGT) at full load operation with test fuels at recommended and optimized injection timings at an injector opening pressure of 190 bar in conventional engine and LHR combustion chamber. Engine with LHR combustion chamber with biodiesel operation increased EGT at full load by 5% at 27 o btdc and 10% at 29 o btdc when compared with neat diesel operation on same configuration of the combustion chamber. Though the calorific value (or heat of combustion) of fossil diesel is more than that of biodiesel; density of biodiesel was higher,therefore greater amount of heat was released in the combustion chamber leading to higher exhaust gas temperature with CE, which confirmed that performance was comparable with CE with biodiesel operation in comparison with neat diesel operation. Engine with LHR combustion chamber with biodiesel operation increased EGT at full load by11% at 27 o btdc and 15% at 29 o btdc in comparison with CE at 27 o btdc and at 31 o btdc. This indicated that heat rejection was restricted through cylinder head, thus maintaining the hot combustion chamber as result of which the exhaust gas temperature increased. EGT decreased with advanced injection timing with test fuels as seen from Fig.6. This was because, when the injection timing was advanced, the work transfer from the piston to the gases in the cylinder at the end of the compression stroke was too large, leading to reduce in the value of EGT Vol. 7, Issue 5, pp

9 Injector opening pressure was varied from 190 bar to 270 bar to improve the spray characteristics and atomization of the test fuels and experiments were conducted at recommended injection timing and optimum injection timing for CE and LHR combustion chamber. As it is observed from Table.3, peak brake thermal efficiency increased with increase in injector opening pressure at different operating conditions of the biodiesel. For the same physical properties, as injector opening pressure increased droplet diameter decreased influencing the atomization quality, and more dispersion of fuel particle, resulting in turn in better vaporization, leads to improved air-fuel mixing rate, as extensively reported in the literature [1,2,5]. In addition, improved combustion leads to less fuel consumption. Performance improved further with the preheated biodiesel when compared with normal biodiesel. This was due to reduction in viscosity of the fuel. Preheating of the biodiesel reduced the viscosity, which improved the spray characteristics of the oil causing efficient combustion thus improving brake thermal efficiency. The cumulative heat release was more for preheated biodiesel than that of biodiesel and this indicated that there was a significant increase of combustion in diffusion mode. This increase in heat release was mainly due to better mixing and evaporation of preheated biodiesel, which leads to complete burning. From Table.3, it is noticed that BSEC at full load operation decreased with increase of injector opening pressure with different operating conditions of the test fuels. This was due to increase of air entrainment in fuel spray giving lower BSEC. BSEC decreased with the preheated biodiesel at full load operation when compared with normal biodiesel. Preheating of the biodiesel reduced the viscosity, which improved the spray characteristics of the oil. From same Table, it is noticed that EGT at full load operation of preheated biodiesel was higher than that of normal biodiesel, which indicates the increase of diffused combustion due to high rate of evaporation and improved mixing between methyl ester and air. Injection Timing ( o btdc) 27(CE) 27(LHR) 29(LHR) 31(CE) Table.3. Data of Peak Brake Thermal Efficiency, brake specific energy consumption and exhaust gas temperature at full load operation Test Fuel Peak BTE (%) BSEC at full load operation ( kw.h) EGT at full load operation (Deg. Centigrade) Injection Pressure (Bar) Injection Pressure (Bar) Injection Pressure (Bar) NT PT NT PT NT PT NT PT NT PT NT PT DF BD DF BD DF BD DF BD Therefore, as the fuel temperature increased, the ignition delay decreased and the main combustion phase (that is, diffusion controlled combustion) increased, which in turn raised the temperature of exhaust gases. The value of exhaust gas temperature decreased with increase in injector opening pressure with test fuels as it is evident from Table. This was due to improved spray characteristics of the fuel with increase of injector opening pressure. Fig.7 indicates CE with biodiesel operation increased coolant load at full load by 3% at 27 o btdc and 5% at 31 o btdc when compared with neat diesel operation on CE. This was due to un-burnt fuel concentration at combustion chamber walls. Engine with LHR combustion chamber with biodiesel operation decreased coolant load at full load by 19% at 27 o btdc and 14% at 29 o btdc when compared with neat diesel operation on same configuration of the combustion chamber. This was due to improved combustion and converting more amount of heat into actual work thus reducing heat rejection with engine with LHR combustion chamber. Coolant load at full load operation increased with CE while decreasing with engine with LHR combustion chamber with advanced injection timing with test fuels. In case of CE, un-burnt fuel concentration reduced with effective utilization of energy, released from the combustion, coolant load with test fuels increased marginally at full load operation, 1451 Vol. 7, Issue 5, pp

10 due to un-burnt fuel concentration reduced with effective utilization of energy, released from the combustion, with increase of gas temperatures, when the injection timing was advanced to the optimum value. However, the improvement in the performance of CE was due to heat addition at higher temperatures and rejection at lower temperatures, while the improvement in the efficiency of the engine with LHR combustion chamber was due to recovery from coolant load at their optimum injection timings with test fuels. LHR-BD-29bTDC CE-BD-31bTDC 1 LHR-BD-27bTDC CE-BD-27bTDC LHR-Diesel-29bTDC CE-Diesel-31bTDC LHR-Diesel-27bTDC Coolant Load (kw) Fig.7 Bar charts showing the variation of coolant load at full load operation with test fuels at recommended and optimized injection timings at an injector opening pressure of 190 bar in conventional engine and LHR combustion chamber. Engine with LHR combustion chamber with biodiesel operation decreased coolant load at full load operation by by17% at 27 o btdc and 27% at 29 o btdc in comparison with CE at 27 o btdc and at 31 o btdc. This was due to provision of thermal insulation in the path of heat flow to the coolant. Volumetric efficiency depends on density of the charge which intern depends on temperature of combustion chamber wall. Fig. 8 denotes that engine with LHR combustion chamber with mineral diesel decreased volumetric efficiency at full load operation by 6% at 27 o btdc and 9% at 29 o btdc in comparison with CE at 27 o btdc and at 31 o btdc. This was due increase of temperature of incoming charge in the hot environment created with the provision of insulation, causing reduction in the density and hence the quantity of air. However, this variation in volumetric efficiency is very small between these two versions of the engine, as volumetric efficiency mainly depends on speed of the engine, valve area, valve lift, timing of the opening or closing of valves and residual gas fraction rather than on load variation. However, engine with LHR combustion chamber with biodiesel decreased volumetric efficiency at full load operation by 6% at 27 o btdc and 5% at 29 o btdc in comparison with CE at 27 o btdc and at 31 o btdc with biodiesel operation Vol. 7, Issue 5, pp

11 Volumetric Efficiency (%) LHR-BD-29bTDC CE-BD-31bTDC LHR-BD-27bTDC CE-BD-27bTDC LHR-Diesel-29bTDC CE-Diesel-31bTDC LHR-Diesel-27bTDC Fig.8. Bar charts showing the variation of volumetric efficiency at full load operation with test fuels at recommended and optimized injection timings at an injector opening pressure of 190 bar in conventional engine and LHR combustion chamber. Volumetric efficiency was higher with neat diesel operation at recommended and optimized injection timing with both versions of the combustion chamber in comparison with biodiesel operation. This was due to increase of combustion chamber wall temperatures with biodiesel operation due to accumulation of un-burnt fuel concentration. This was also because of increase of combustion chamber wall temperature as exhaust gas temperatures increased with biodiesel operation in comparison with neat diesel operation. Volumetric efficiency increased marginally with both versions of the engine with test fuels with advanced injection timing. This was due to decrease of combustion chamber wall temperatures with improved air fuel ratios. Injection Timing ( o btdc) 27(CE) 27(LHR) 29(LHR) Table4. Data of Coolant Load and Volumetric Efficiency at full load operation Test Fuel Coolant Load ( kw) Volumetric Efficiency (%) Injection Pressure (Bar) Injection Pressure (Bar) NT PT NT PT NT PT NT PT DF BD DF BD DF BD DF (CE) BD From Table.4, it is observed that coolant load decreased marginally with preheating of biodiesel. This was due to improved air fuel ratios with improved spray characteristics. From same Table, it is seen that coolant load increased marginally in CE, while decreasing it in engine with LHR combustion chamber with increase of the injector opening pressure with test fuels. This was due to the fact with increase of injector opening pressure with conventional engine, increased nominal fuel spray velocity resulting in improved fuel-air mixing with which gas temperatures increased. The reduction of coolant load in the LHR combustion chamber was not only due to the provision of the insulation but also it was due to better fuel spray characteristics and increase of air-fuel ratios causing decrease of gas temperatures and hence the coolant load. From Table.4, it is evident that preheating of the biodiesel marginally decreased volumetric efficiency, when compared with the normal temperature of biodiesel, because of reduction of bulk 1453 Vol. 7, Issue 5, pp

12 modulus, density of the fuel and increase of exhaust gas temperatures. Volumetric efficiency at full load operation increased with increase of injector opening pressure with test fuels. This was due to improved fuel spray characteristics and evaporation at higher injection pressures leading to marginal increase of volumetric efficiency. This was also because of decrease of exhaust gas temperatures and hence combustion chamber wall temperatures. This was also due to the reduction of residual fraction of the fuel, with the increase of injector opening pressure. IV. SUMMARY Engine with LHR combustion chamber at 29 o btdc with biodiesel increased peak BTE by 5% at full load decreased brake specific energy consumption by 2%, increased exhaust gas temperature by 15%, decreased coolant load by 27% and volumetric efficiency by 5% in comparison with CE with biodiesel operation at 31 o btdc. Increase of injector opening pressure further improved performance of the both versions of the combustion chamber with biodiesel operation. Preheated biodiesel further improved performance in both versions of the combustion chamber when compared with biodiesel at normal condition. Hence it can be conveniently said that that engine with LHR combustion chamber is more suitable for biodiesel operation. V. FUTURE SCOPE OF WORK Engine with medium grade LHR combustion chamber gave lower volumetric efficiency at full load operation. The volumetric efficiency can be increased by super charging. Hence work in this direction is a worthy. Exhaust emissions can be studied on engine with LHR combustion chamber with cottonseed biodiesel. VI. SCIENTIFIC SIGNIFICANCE Change of injection timing and injection pressure were attempted to evaluate the performance of the engine with change of configuration of combustion chamber with different operating conditions of the biodiesel. VII. SOCIAL SIGNIFICANCE Use of renewable fuels will strengthen agricultural economy, which curbs crude petroleum imports, saves foreign exchange and provides energy security besides addressing the environmental concerns and socio-economic issues. ACKNOWLEDGMENTS Authors thank authorities of Chaitanya Bharathi Institute of Technology, Hyderabad for providing facilities for carrying out research work. Financial assistance provided by All India Council for Technical Education (AICTE), New Delhi is greatly acknowledged. REFERENCES [1]. Venkateswara Rao, N., Murali Krishna, M.V.S. and Murthy, P.V.K., Comparative studies on performance of tobacco seed oil in crude form and biodiesel form in direct injection diesel engine, International Journal of Automobile Engineering Research & Development, 3(4), 57 72,2013. [2]. Srikanth, D., Murali Krishna, M.V.S., Ushasri, P. and Krishna Murthy, P.V., Performance evaluation of a diesel engine fuelled with cotton seed oil in crude form and biodiesel form. International Journal of Academic Research for Multidisciplinary, 1(9), ,2013. [3]. Avinash Kumar Agarwal and Atul Dhar, Experimental investigations of performance, emission and combustion characteristics of Karanja oil blends fuelled DICI engine, Renewable Energy, 52, , [4]. Anirudh Gautam and Avinash Kumar Agarwal, Experimental investigations of 1454 Vol. 7, Issue 5, pp

13 [5]. comparative performance, emission and combustion characteristics of a cottonseed biodiesel fueled four stroke locomotive diesel engine, Int J Engine Res,14, ,2013. [6]. Durga Prasada Rao, N., Murali Krishna, M.V.S., Anjeneya Prasad, B. and Murthy, P.V.K., Effect of injector opening pressure and injection timing on exhaust emissions and combustion characteristics of rice bran oil in crude form and biodiesel form in direct injection diesel engine, IOSR Journal of Engineering, 4(2), 9-19, [7]. Krishna Maddali and Chowdary R., Comparative studies on performance evaluation of waste fried vegetable oil in crude form and biodiesel form in conventional diesel engine, SAE Paper , [8]. Hanbey Hazar and Huseyin Aydin, Performance and emission evaluation of a CI engine fueled with preheated raw rapeseed oil (RRO)-diesel blends, Applied Energy, 87, , [9]. Agarwal AK, Dhar A. Experimental investigation of preheated Jatropha oil fuelled direct injection compression ignition engine: Part I, performance, emission and combustion characteristics. Journal of ASTM International, 7,1 13,2010. [10]. Venkateswara Rao, N., Murali Krishna, M V. S. and Murthy, P.V.K., Effect of injector opening pressure and injection timing on performance parameters of high grade low heat rejection diesel engine with tobacco seed oil based biodiesel. International Journal of Current Engineering & Technology, 3(4), ,2013. [11]. Avinash Kumar Agarwal, Dhananjay Kumar Srivastava, Atul Dhar, et al. Effect of fuel injection timing and pressure on combustion, emissions and performance characteristics of a single cylinder diesel engine. Fuel, Vol. 111, , [12]. Murali Krishna, M.V.S., Durga Prasada Rao, N., Anjenaya Prasad, B. and Murthy, P.V.K., Investigations on performance parameters with medium grade low heat rejection combustion chamber with rice brawn oil biodiesel, International Journal of Applied Engineering Research and Development. 4(1),29 46,2014. [13]. Janardhan, N., Ushasri, P., Murali Krishna, M.V.S., and Murthy, P.V.K., Performance of biodiesel in low heat rejection diesel engine with catalytic converter, International Journal of Engineering and Advanced Technology, 2(2), ,2012. AUTHORS PROFILE M.V.S. Murali Krishna is Professor of Mechanical Engineering, Chaitanya Bharathi Institute of Technology (Autonomous), Hyderabad. His field of specializations are IC Engines, Heat Transfer, Refrigeration & Air Condition, Control of Pollutants from IC engines, He has guided 3 PhDs and guiding 12 PhD Scholars. He Published more than 100 papers in International and National Journals. D Srikanth is Assistant Professor, Department of Mechanical Engineering, Sagar Group of Institutions, Chevella, Rangareddy (dist) , Telangana, India. He is PhD scholar and pursing his PhD programme in Osmania University, He published 6 papers in International Journals. His field of interest is IC engines and Heat Transfer. P.Ushasri is Professor of Mechanical Engineering, College of Engineering, Osmania University, (Autonomous), Hyderabad. Her field of specializations are IC Engines, Heat Transfer, Refrigeration & Air Condition, Control of Pollutants from IC engines, CFD and FEM, She is guiding 20 PhD Scholars and she published more than 75 papers in International and National Journals Vol. 7, Issue 5, pp

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